JP2011020522A - On-vehicle power supply control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an on-vehicle power supply control device which decreases the number of power lines for supplying power from a power unit to electronic equipment, without increasing the hardware scale of the electronic equipment nor increasing dark current. <P>SOLUTION: In the on-vehicle power supply control device 10, an IG relay 23 and an ACC relay 24 are disposed between an input terminal 11 to which a battery is connected, and output terminals 14, 15 to which ECUs 50a-50c are connected. According to the connection state information of an ignition switch and an accessory switch of a vehicle received on a communication circuit 28, a control circuit 27 controls the on/off of the IG relay 23 and the ACC relay 24. The ECUs 50a and 50b are respectively connected to the on-vehicle power supply control device 10 through communication lines, and the on-vehicle power supply control device 10 relays the communication between the ECUs 50 and 50b, and other electronic equipment connected to the network of the vehicle 1. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an in-vehicle power supply control device that controls power supply from a power supply device such as a battery or an alternator mounted on a vehicle to an electronic device such as an ECU (Electronic Control Unit) mounted on the vehicle.

  Conventionally, many electronic devices are mounted on a vehicle, and electric power to each electronic device is supplied from a power supply device such as a battery or an alternator mounted on the vehicle. FIG. 9 is a schematic diagram for explaining a power supply system in a conventional vehicle. In the figure, reference numerals 50a to 50d denote ECUs mounted on the vehicle, which are electronic devices for performing various controls related to the vehicle. In the figure, reference numeral 3 denotes a battery, which is a power supply device that stores electric power for operating the ECUs 50a to 50d and other electronic devices and supplies the stored electric power. The ECUs 50a and 50b have a communication circuit 51 that is connected to a communication line of a CAN (Controller Area Network) that constitutes a communication network in the vehicle and transmits and receives data, and includes a plurality of electronic devices mounted on the vehicle. You can share information between. The ECUs 50a to 50d have a power supply circuit 52 that converts 12V power supplied from the battery 3 into a voltage such as 5V or 3.3V suitable for the operation of the internal circuit. In the figure, a power line for supplying power is indicated by a thick solid line, and a communication line for data transmission / reception is indicated by an alternate long and short dash line.

  In a conventional vehicle, power is supplied from the battery 3 to the ECUs 50a to 50d through a plurality of power supply paths (in the example shown, three systems of + B, IG, and ACC). For example, the power supply path + B is a path directly connected to the battery 3, and is connected to the ECUs 50a and 50d. The power supply path IG is a path that is indirectly connected to the battery 3 via the ignition switch SW1, and is connected to the ECUs 50b to 50d. The power supply path ACC is a path that is indirectly connected to the battery 3 via the accessory switch SW2, and is connected to the ECUs 50b to 50d. The ignition switch SW1 and the accessory switch SW2 are interlocked with an engine on / off switch provided in the vicinity of the driver's seat of the vehicle, and are turned on / off by a user's switch operation. Therefore, the ECUs 50a to 50d are switched between supplying and not supplying power according to the user's switch operation, and realizing the start / stop of the operation according to the user's switch operation.

  Further, in Patent Document 1, a case for accommodating a plurality of ECU boards, a common board on which a shared circuit connected to a circuit in each ECU board is formed, and the common board are electrically connected to each ECU board. By providing a connection bus for this purpose, there is proposed an ECU centralized storage box that can simplify the configuration of the ECU board and reduce its occupied space, has excellent heat dissipation, and can improve efficiency. ing.

JP 2007-48890 A

  In recent years, higher functionality of vehicles has been promoted, and the number of electronic devices mounted on vehicles has increased. Therefore, in order to supply power from the power supply device to a large number of electronic devices, it is necessary to arrange a large number of power lines in the vehicle, and in order for a large number of electronic devices to communicate, a large number of communication lines However, there is a problem of a reduction in the space for arranging these power lines and communication lines in the vehicle. For this reason, it is desired to integrate a plurality of power supply paths into one to reduce the number of power lines. The ECU centralized storage box described in Patent Literature 1 requires a plurality of power supply paths and has the same problems.

  FIG. 10 is a schematic diagram illustrating an example in which the power supply paths of the power supply system illustrated in FIG. 9 are integrated into one. In the figure, a power line for supplying power is indicated by a thick solid line, and a communication line for data transmission / reception is indicated by a one-dot chain line. In the illustrated example, power supply from the battery 3 to the ECUs 50a to 50d is performed via one power supply path + B. However, each of the ECUs 50a to 50d needs to start / stop the operation according to the user's switch operation, acquires the status information of the ignition switch SW1 and the accessory switch SW2 via the network, and according to the acquired status information. Thus, by controlling the opening / closing of the relay 53 and switching the supply / non-supply of power by itself, the start / stop of the operation can be realized according to the switch operation. For this purpose, each of the ECUs 50 a to 50 d needs to include a communication circuit 51 and a relay 53.

  However, in order to realize the configuration shown in FIG. 10, it is necessary to provide the communication function by providing the communication circuit 51 in the ECUs 50 c and 50 d that have not conventionally required the communication function. There is a problem that the size of the wear increases, and the number of devices connected to the same network increases, so there is a possibility that the communication load increases. Further, since the communication circuit 51 acquires state information of the ignition switch SW1 and the accessory switch SW2 and controls the relay 53, the communication circuits 51 of the ECUs 50a to 50d must always operate. There is a problem that the power consumed from the battery 3 increases when the engine is stopped (so-called dark current increases).

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide power from a power supply device without increasing the hardware scale of an electronic device and without increasing dark current. An in-vehicle power supply control device capable of reducing the number of power lines for supplying power is provided.

  An in-vehicle power supply control device according to the present invention is connected to a power input terminal connected to a power supply device mounted on a vehicle via a power line and to a plurality of electronic devices mounted on the vehicle via a power line. A plurality of power output terminals; one or a plurality of switching means connected between the power input terminal and the power output terminal; a communication means connected to a communication network mounted on the vehicle; and the communication means receives Control means for controlling on / off switching of the switching means in accordance with information relating to the power supply of the vehicle, and controls power supply / non-supply from the power supply device to the plurality of electronic devices. It is characterized by the above.

  The on-vehicle power supply control device according to the present invention further includes voltage conversion means for converting a voltage value of power input to the power input terminal, and the power converted by the voltage conversion means is supplied from the power output terminal. It supplies to the said electronic device, It is characterized by the above-mentioned.

  The on-vehicle power supply control device according to the present invention further includes current limiting means for limiting a current amount of current flowing from the voltage conversion means to the power output terminal, and the current limiting means has a current of a predetermined amount or more. The power supply path from the voltage conversion means to the power output terminal is cut off when it flows for a predetermined time or longer.

  The in-vehicle power supply control device according to the present invention is arranged in a power supply path between the switching means and the power output terminal, and the power supply path is in accordance with the amount of current flowing through the power supply path. It further comprises a shut-off means for shutting off.

  The on-vehicle power supply control device according to the present invention further includes an input protection unit that suppresses overvoltage, surge voltage, or surge current entering from the power input terminal, and suppresses backflow of current due to positive and negative connection of the terminal. It is characterized by that.

  In the in-vehicle power supply control device according to the present invention, the communication unit is connected to the plurality of electronic devices via a communication line, and relays data transmission / reception between the communication network and the electronic device. It is characterized by that.

In the present invention, an in-vehicle power supply control device is interposed between a power supply device mounted on a vehicle and a plurality of electronic devices, and the in-vehicle power supply control device performs power supply / non-supply from the power supply device to each electronic device. The configuration is to be performed. The in-vehicle power supply control device provides switching means between a power input terminal to which a power supply device is connected and a power output terminal to which an electronic device is connected, and obtains information related to power feeding through a communication network mounted on the vehicle. Then, control for switching on / off of the switching means is performed according to this information.
Thereby, the number of the power lines distribute | arranged between a power supply device and a vehicle-mounted power supply control apparatus can be reduced. In addition, a communication function for acquiring information related to power supply only needs to be provided in the in-vehicle power supply control device, and each electronic device does not need to have a communication function, so that the hardware of the electronic device does not increase. In addition, the dark current of each electronic device does not increase.

  In the present invention, the in-vehicle power supply control device includes a voltage conversion unit, performs voltage conversion of power supplied from the power supply device, and supplies the converted power to each electronic device. Thereby, since each electronic device does not need to be provided with a voltage conversion means (power supply circuit 52 in FIG. 9), the hardware scale of the electronic device can be reduced, and the cost of each electronic device can be reduced.

  In the present invention, the in-vehicle power supply control device includes current limiting means for limiting the amount of current flowing from the voltage conversion means to the power output terminal (that is, to each electronic device). Furthermore, the current limiting means cuts off the current path when a predetermined amount or more of current flows from the voltage conversion means to the power output terminal for a predetermined time or more. As a result, even when a short circuit failure or the like occurs in the electronic device connected to the power output terminal via the power line, the current flowing to the failed electronic device can be limited and cut off. Can be prevented from spreading to other electronic devices.

  Further, in the present invention, in-vehicle power supply is provided for shutting off the power supply path when, for example, an overcurrent flows according to the amount of current flowing through the power supply path from the switching means to the power output terminal. Provide for the control device. As a result, even when a short circuit failure or the like occurs in an electronic device connected to the power output terminal via a power line, the current flowing to the failed electronic device can be cut off. Can be prevented from spreading to other electronic devices. For example, fuses can be used as the blocking means. However, since each fuse can be provided in an in-vehicle power supply control device to which a plurality of electronic devices are connected, the replacement of the fuses can be facilitated.

  In the present invention, the overvoltage, surge voltage, or surge current that enters the in-vehicle power supply control device from the power input terminal (that is, from the power supply device or the power line on the input side) is suppressed, and the current due to the positive / negative reverse connection of the terminal The in-vehicle power supply control device is provided with input protection means for suppressing the backflow of the vehicle. As a result, overvoltage, surge voltage, or surge current that may invade each electronic device can be collectively suppressed by the in-vehicle power supply control device, and the power cable connected to the power supply device can be Even when connected to the power input terminal of the supply control device in positive and negative directions, the on-vehicle power supply control device and each electronic device can be prevented from being destroyed.

  In the present invention, the in-vehicle power supply control device and a plurality of electronic devices (only those having a communication function) are connected via a communication cable, and the in-vehicle power supply control device is mounted on each electronic device and vehicle. Data transmission / reception is relayed to / from the established communication network. Thereby, since each electronic device is not directly connected to the vehicle communication network, an increase in the number of devices connected to one communication network can be suppressed.

  In the case of the present invention, the in-vehicle power supply control device is interposed between the power supply device mounted on the vehicle and the plurality of electronic devices, and the in-vehicle power supply control device acquires information related to power supply via the vehicle communication network. In accordance with this information, the in-vehicle power supply control device performs power supply / non-supply from the power supply device to each electronic device, so that the power supply without increasing the hardware scale and dark current of the electronic device. The number of power lines for supplying power from the apparatus can be reduced.

It is a mimetic diagram showing composition of a vehicle carrying an in-vehicle power supply system concerning the present invention. It is a block diagram which shows the structure of the vehicle-mounted power supply system which concerns on Embodiment 1 of this invention. It is a block diagram which shows the detailed structure of the electric power supply control apparatus which concerns on this invention. It is a circuit diagram which shows one structural example of an input protection circuit. It is a flowchart which shows the power supply control process which the vehicle-mounted power supply control apparatus which concerns on this invention performs. It is a block diagram which shows the structure of the vehicle-mounted power supply system which concerns on the modification of Embodiment 1. It is a block diagram which shows the structure of the vehicle-mounted power supply system which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the vehicle-mounted power supply system which concerns on Embodiment 3 of this invention. It is a schematic diagram for demonstrating the electric power supply system in the conventional vehicle. It is a schematic diagram which shows the example which integrated the electric power supply path | route of the electric power supply system shown in FIG.

  Hereinafter, the present invention will be specifically described with reference to the drawings showing embodiments thereof. In the drawing, a power line and a power supply path for supplying power of about 12 V are indicated by a thick solid line, a power line for supplying power of about 5 V and a power supply path are indicated by a thin solid line, and a communication line for data transmission / reception In addition, a communication path is indicated by a one-dot chain line, and a signal transmission path for transmitting and receiving a control signal is indicated by a broken line. Further, a communication line according to the CAN standard provided in the vehicle is generally composed of two lines for transmitting and receiving an operation signal. In the drawing, the communication line is indicated by a single dot and dash line.

(Embodiment 1)
FIG. 1 is a schematic diagram showing the configuration of a vehicle equipped with an in-vehicle power supply system according to the present invention. In the figure, reference numeral 1 denotes a vehicle. At the front of the vehicle 1 is mounted a battery 3 that accumulates about 12 V of power generated by an alternator (not shown) and supplies the accumulated power to a plurality of ECUs 50 (electronic devices) mounted on the vehicle 1. ing. The vehicle 1 is mounted with a vehicle-mounted power supply control device 10 that is interposed between the battery 3 and the plurality of ECUs 50 and controls power supply from the battery 3 to each ECU 50. The in-vehicle power supply control device 10 is connected to the battery 3 through one power line 5 and is connected to each ECU 50 through one or a plurality of power lines 7.

  FIG. 2 is a block diagram showing the configuration of the in-vehicle power supply system according to Embodiment 1 of the present invention. As an example, the in-vehicle power supply control device 10 controls the power supply to the four ECUs 50a to 50d. It is. The four ECUs 50a to 50d shown in the figure have the same functions as the four ECUs 50a to 50d shown in FIG.

  Conventionally, the ECUs 50a to 50d include a + B terminal directly connected to the battery 3, an IG terminal connected to the battery 3 via an ignition switch, and an ACC terminal 3 connected to the battery 3 via an accessory switch. Various power input terminals are provided as needed. In the illustrated example, the ECU 50a is provided with a + B terminal, the ECUs 50b and 50c are provided with an IG terminal and an ACC terminal, respectively, and the ECU 50d is provided with a + B terminal, an IG terminal and an ACC terminal. The ECUs 50a to 50d of the present embodiment are each provided with a 5V terminal for inputting 5V electric power.

  The 5V terminal, the + B terminal, the IG terminal, and the ACC terminal provided in each of the ECUs 50a to 50d are connected to the in-vehicle power supply control device 10 via different power lines 7, respectively. The in-vehicle power supply control device 10 includes a power supply unit 18, and the power supply unit 18 is supplied with about 12V power from the battery 3 via the power line 5 (power supply path + B), and this power is supplied to the ECUs 50 a to 50 d. The power is supplied to the + B terminal, the IG terminal, and the ACC terminal via the power line 7, and 12V power is converted into 5V power and supplied to the 5V terminals of the ECUs 50a to 50d. The on-vehicle power supply control device 10 also includes an ignition switch and an accessory switch that can be switched via the communication network of the vehicle 1 to perform switching control of power supply / non-supply to each power input terminal of the ECUs 50 a to 50 d by the power supply unit 18. This is done according to the status information.

  Further, the ECUs 50 a and 50 b are provided with a communication circuit 51 and have a function of performing communication via a CAN communication network mounted on the vehicle 1. The communication circuit 51 provided in the ECUs 50a and 50b of FIG. 9 shown as the conventional example is directly connected to the CAN communication network, but the communication circuit 51 provided in the ECUs 50a and 50b of the present embodiment. Is connected to the CAN communication network via the communication arbitration unit 19 of the in-vehicle power supply control device 10. The communication arbitration unit 19 performs a communication process of the in-vehicle power supply control device 10 itself and a process of relaying the communication of the ECUs 50a and 50b. When a collision occurs in these communications, any communication process is performed. Arbitration processing is performed to determine whether to prioritize.

  FIG. 3 is a block diagram showing a detailed configuration of the power supply control device 10 according to the present invention. In FIG. 3, to simplify the drawing, the ECU 50 d illustrated in FIG. 2 is omitted, and a configuration in which three ECUs 50 a to 50 c are connected to the in-vehicle power supply control device 10 is illustrated. .

  The in-vehicle power supply control device 10 includes one input terminal (power input terminal) 11 connected to the battery 3 (power supply path + B) via the power line 5, and 5 V of the ECUs 50 a to 50 c via the plurality of power lines 7. A plurality of output terminals (power output terminals) 12 to 15 respectively connected to the terminal, + B terminal, IG terminal, and ACC terminal are provided. The output terminal 12 of the in-vehicle power supply control device 10 is a terminal that outputs 5V power, and the output terminal 13 is a terminal that outputs 12V power supplied from the battery 3 (corresponding to the power supply path + B). The output terminal 14 is a terminal that outputs 12V electric power (corresponding to the power supply path IG) according to the state of the ignition switch of the vehicle 1, and the output terminal 15 is 12V electric power according to the state of the accessory switch of the vehicle 1. (Corresponding to the power supply path ACC).

  In the in-vehicle power supply control device 10, the input terminal 11 is connected to the input protection circuit 21. The input protection circuit 21 prevents the overvoltage, surge current, or surge voltage generated in the battery 3, alternator, power line 5 or the like from entering the subsequent circuit from the input terminal 11, and the power line 5 is connected to the input terminal 11 in positive or negative direction. The backflow of the current that occurs when connected to is suppressed. Thereby, the input protection circuit 21 prevents the circuit in the in-vehicle power supply control device 10 from being destroyed. The input protection circuit 21 is configured using a circuit element such as a capacitor, a coil, or a diode.

  FIG. 4 is a circuit diagram illustrating a configuration example of the input protection circuit 21. For example, the input protection circuit 21 can be configured using two capacitors C1 and C2, a diode D, and a Zener diode ZD. Specifically, a diode D is inserted in the forward direction in the power supply path from the input terminal of the input protection circuit 21 connected to the battery 3 (power supply path + B) to the output terminal connected to the subsequent circuit. Yes. The diode D is for preventing a backflow of current from the subsequent circuit to the power supply path + B, and is suppressed by suppressing negative surge voltage or surge current and reversely connecting a power supply terminal to the in-vehicle power supply control device 10. Prevention and realization.

  Two capacitors C1 and C2 are connected in series between the input terminal of the input protection circuit 21 and the ground potential. Capacitors C1 and C2 are electrostatic protection capacitors for protecting the internal circuit from static electricity entering from the input terminal. By connecting the two capacitors C1 and C2 in series, it is possible to prevent a short circuit failure between the power supply potential and the ground potential even when one of the capacitors C1 or C2 is destroyed. Capacitances of the capacitors C1 and C2 can be set to 0.1 μF, for example.

  A Zener diode ZD is connected between the input terminal of the input protection circuit 21 and the ground potential (the anode of the Zener diode ZD is connected to the ground potential and the cathode is connected to the input terminal). The Zener diode ZD can prevent the voltage applied to the power supply path from exceeding the breakdown voltage, and realizes suppression of positive surge voltage or surge current and protection from application of overvoltage.

  The power supplied from the battery 3 is supplied from the input terminal 11 to the step-down circuit 22, the IG relay 23 and the ACC relay 24 through the input protection circuit 21 and from the plurality of output terminals 13 through the plurality of fuses 26. Is output. Therefore, the in-vehicle power supply control device 10 can supply 12V power protected by the input protection circuit 21 and the fuse 16 from the output terminal 13. The fuse 16 is a circuit element that cuts off the power supply path when an excessive current flows in the power supply path.

  The step-down circuit 22 is a circuit that converts (steps down) 12V power into 5V power, and the converted 5V power is output from the plurality of output terminals 12 via the plurality of current limiting circuits 25, respectively. The step-down circuit 22 can individually switch output / non-output of 5V power to the plurality of current limiting circuits 25 and the output terminal 12, and the control circuit 27 controls which output terminal 12 outputs 5V power. Has been.

  The current limiting circuit 25 is a circuit that prevents a current larger than the upper limit value from flowing into the power supply path, with a predetermined current value such as 100 mA as an upper limit. Furthermore, the current limiting circuit 25 has a function of measuring a current amount and a time counting function, and interrupts the current path when a predetermined amount or more of current flows in the current path for a predetermined time or longer. can do. The current limiting circuit 25 prevents an excessive current from flowing from the in-vehicle power supply control device 10 to the ECUs 50a to 50c.

  The IG relay 23 is a switch that switches connection / cutoff (on / off) of the power supply path, and the on / off operation is controlled by the control circuit 27. The output of the IG relay 23 is connected to a plurality of output terminals 14 via a plurality of fuses 26, and the control circuit 27 acquires the status information of the ignition switch of the vehicle 1 through CAN communication, and responds to this information. The IG relay 23 is turned on / off. Therefore, the in-vehicle power supply control device 10 switches the supply / non-supply of power with the IG relay 23 according to the state of the ignition switch of the vehicle 1, and the 12V power protected by the input protection circuit 21 and the fuse 26. The supply can be performed from the output terminal 14.

  Similarly, the ACC relay 24 is a switch that switches connection / cutoff (on / off) of the power supply path, and its on / off operation is controlled by the control circuit 27. The output of the ACC relay 24 is connected to a plurality of output terminals 15 via a plurality of fuses 26, and the control circuit 27 acquires the status information of the accessory switch of the vehicle 1 through CAN communication, and responds to this information. The ACC relay 24 is turned on / off. Therefore, the in-vehicle power supply control device 10 switches the supply / non-supply of power with the ACC relay 24 according to the state of the accessory switch of the vehicle 1, and the 12V power protected by the input protection circuit 21 and the fuse 26. Supply can be made from the output terminal 15.

  In the illustrated example, the ECU 50 a has a 5 V terminal connected to the output terminal 12 of the in-vehicle power supply control device 10 and a + B terminal connected to the output terminal 13. The ECUs 50 b and 50 c have a 5 V terminal connected to the output terminal 12 of the in-vehicle power supply control device 10, an IG terminal connected to the output terminal 14, and an ACC terminal connected to the output terminal 15. (Although illustration is omitted, similarly, the ECU 50d has a 5V terminal connected to the output terminal 12 of the in-vehicle power supply control device 10, a + B terminal connected to the output terminal 13, an IG terminal connected to the output terminal 14, The ACC terminal is connected to the output terminal 15. In other words, the output terminals 12 to 15 of the in-vehicle power supply control device 10 and the terminals of the ECUs 50a to 50d are appropriately connected via the power line 7 as necessary. Thus, the power supply system shown in FIG. 2 is configured. 2 includes the input protection circuit 21, the step-down circuit 22, the IG relay 23, the ACC relay 24, the current limiting circuit 25, the fuse 26, and the control circuit in the in-vehicle power supply control device 10 shown in FIG. 27.

  The in-vehicle power supply control device 10 includes a communication circuit 28 that is connected to a CAN communication line that constitutes a communication network in the vehicle 1 and transmits / receives data, and is connected to a plurality of electronic devices mounted on the vehicle. Data can be sent and received between them to share information. In particular, the in-vehicle power supply control device 10 according to the present embodiment acquires information related to the connection state (on / off state) of the ignition switch and the accessory switch of the vehicle 1 by communication of the communication circuit 28, and acquires the acquired information. Accordingly, the control circuit 27 controls the step-down circuit 22, the IG relay 23, and the ACC relay 24.

  In the present embodiment, the vehicle 1 is inserted in the vicinity of the driver's seat to perform a turning operation so that the driver can start the engine of the vehicle 1 and start the operation of the in-vehicle device. A rotation switch is provided, and the rotation switch can be rotated to a plurality of positions such as an off position, an accessory on position, an engine on position, and an engine start position. The in-vehicle power supply control device 10 can acquire information indicating that the accessory switch is on when the rotation switch is rotated to the accessory-on position, and the rotation switch is rotated to the engine-on position. Information indicating that the accessory switch and the ignition switch are in the on state can be acquired. However, other configurations such as starting the engine of the vehicle 1 with a push switch may be used.

  The communication circuit 28 converts transmission data given from the control circuit 27 into a signal in accordance with a CAN protocol and transmits the signal to another electronic device such as an ECU mounted on the vehicle 1, and transmits from another electronic device. The received signal is converted into digital received data and given to the control circuit 27, and communication-related processing such as arbitration processing for avoiding collision of data transmission by a plurality of electronic devices is performed.

  Further, the ECUs 50a and 50b have a CAN communication function by the communication circuit 51, and Tx and Rx terminals (actually, two terminals of the Tx terminal and the Rx terminal are used as terminals for data transmission / reception related to communication). 3 are provided as Tx and Rx terminals together in FIG. 3. In the ECUs 50a and 50b, the Tx and Rx terminals are connected to the on-vehicle power supply control device 10 via communication lines, respectively, and the CAN communication of the vehicle 1 is performed via the control circuit 27 and the communication circuit 28 of the on-vehicle power supply control device 10. Send and receive data to and from other electronic devices connected to the network.

  The control circuit 27 adjusts the transmission order for transmission data (and may include transmission data for transmission to another electronic device itself) given from the ECUs 50a and 50b, and transmits the transmission data in an appropriate order. By giving to the communication circuit 28, data from the ECUs 50a and 50b is transmitted. When receiving data from another electronic device, the control circuit 27 gives the received data to the ECUs 50a and 50b as necessary. Thereby, ECU50a and 50b transmit / receive data between the other electronic devices of the vehicle 1 via the vehicle-mounted power supply control apparatus 10, without the communication circuit 51 being directly connected to the communication line of CAN. be able to. The communication arbitration unit 19 of the in-vehicle power supply control device 10 shown in FIG. 2 is configured by the control circuit 27 and the communication circuit 28 in FIG.

  FIG. 5 is a flowchart showing a power supply control process performed by the in-vehicle power supply control device 10 according to the present invention, which is a process performed by the control circuit 27 of the in-vehicle power supply control device 10. First, the control circuit 27 receives data (data relating to the connection state of the ignition switch or accessory switch) from another electronic device mounted on the vehicle 1 by the communication circuit 28 (step S1), and based on the received data. Then, it is determined whether or not a change has occurred in the on / off state of the ignition switch or accessory switch (step S2). When the on / off state of the ignition switch or the accessory switch has not changed (S2: NO), the control circuit 27 returns the process to step S1 and repeatedly receives data.

  When a change occurs in the on / off state of the ignition switch or the accessory switch (S2: YES), the control circuit 27 further determines whether or not the accessory switch is in the on state (step S3). When the accessory switch is on (S3: YES), the control circuit 27 further determines whether or not the ignition switch is on (step S4).

  When the accessory switch is not in the ON state (S3: NO), the control circuit 27 turns off (cuts off) the ACC relay 24 to stop the power supply from the output terminal 15, and turns off (cuts off) the IG relay 23. The power supply from the output terminal 14 is stopped (step S5), and the process is terminated.

  When the accessory switch is on (S3: YES) and the ignition switch is not on (S4: NO), the control circuit 27 turns on (connects) the ACC relay 24 and supplies power from the output terminal 15 In addition, the IG relay 23 is turned off (shut off) to stop the power supply from the output terminal 14 (step S6), and the process ends.

  When the accessory switch is on (S3: YES) and the ignition switch is on (S4: YES), the control circuit 27 turns on (connects) the ACC relay 24 and supplies power from the output terminal 15 In addition, the IG relay 23 is turned on (connected) to supply power from the output terminal 14 (step S7), and the process ends. Note that the control circuit 27 repeats the processes of steps S1 to S7 described above, and controls the on / off of the ACC relay 23 and the IG relay 23 in steps S5 to S6, and then returns the process to step S1. .

  The in-vehicle power supply control device 10 according to the first embodiment having the above-described configuration includes an input terminal 11 to which the battery 3 is connected via the power line 5 and an output to which the terminals of the ECUs 50a to 50d are appropriately connected via the power line 7. An IG relay 23 and an ACC relay 24 are provided between the terminals 14 and 15, and the control circuit 27 is connected to the IG relay 23 and the ACC relay 24 according to the information relating to the connection state of the ignition switch and the accessory switch of the vehicle 1 received by the communication circuit 28. The on / off control of the ACC relay 24 is controlled. Accordingly, the in-vehicle power supply control device 10 can perform control to switch power supply / non-supply from the battery 3 to the ECUs 50a to 50d in accordance with the connection state of the ignition switch and the accessory switch of the vehicle 1. In addition, the number of power lines provided between the vehicle-mounted power supply control device 10 can be reduced to one, and the number of power lines provided in the vehicle 1 can be reduced. Moreover, the vehicle-mounted power supply control device 10 only needs to have a communication function for acquiring information related to the ignition switch and the accessory switch, and it is necessary to newly provide a communication function for the ECUs 50c and 50d that do not have the communication function. Therefore, the hardware scale of the ECUs 50c and 50d does not increase, and the dark current of each ECU 50c and 50d does not increase.

  Further, the in-vehicle power supply control device 10 includes the step-down circuit 22, converts 12V power supplied from the battery 3 into 5V power, and supplies it to the ECUs 50 a to 50 d connected to the output terminal 12. The ECUs 50a to 50d do not need to be provided with a circuit for performing voltage conversion. Therefore, the scale of hardware can be reduced and the cost can be reduced. Further, the in-vehicle power supply control device 10 includes a current limiting circuit 25 that limits the current flowing from the step-down circuit 22 to each of the ECUs 50a to 50d and cuts off the power supply path when a predetermined amount of current flows for a predetermined time or more. By adopting such a configuration, for example, even when a short-circuit failure occurs in any one of the ECUs 50a to 50d, the current flowing to the failed ECUs 50a to 50d can be limited or cut off. It is possible to prevent a failure occurring in 50d from spreading to the other ECUs 50a to 50d.

  In addition, by arranging fuses 26 in the power supply paths from the input terminal 11 to the output terminals 13 to 15 of the in-vehicle power supply control device 10 and cutting off the power supply path when an overcurrent flows. For example, even if a short-circuit failure occurs in any one of the ECUs 50a to 50d, the current flowing to the failed ECUs 50a to 50d can be limited, and the failure occurring in one ECU 50a to 50d It is possible to prevent the ECU 50a to 50d from spreading. Compared with the configuration in which the fuses 26 are provided in the ECUs 50a to 50d, the configuration in which the fuses 26 are provided in the in-vehicle power supply control device 10 has an advantage that fuse replacement can be easily performed.

  Further, the in-vehicle power supply control device 10 includes an input protection circuit 21 to suppress overvoltage, surge voltage, or surge current that enters the in-vehicle power supply control device 10 from the input terminal 11, and a power line is connected to the terminal positive / negative. By making it the structure which suppresses the backflow of the electric current at the time of being carried out, destruction of the vehicle-mounted power supply control apparatus 10 and ECU50a-50d can be prevented.

  The ECUs 50a and 50b and the in-vehicle power supply control device 10 are connected to each other via a communication line, and the control circuit 27 of the in-vehicle power supply control device 10 adjusts the transmission order of transmission data given from the ECUs 50a and 50b. The communication circuit 28 transmits data to other electronic devices of the vehicle 1 via the CAN network, and the control circuit 27 needs the data received by the communication circuit 28 from the other electronic devices. Accordingly, by providing the ECU 50a and 50b with the configuration, the in-vehicle power supply control device 10 can relay communication between the ECUs 50a and 50b and the other electronic devices of the vehicle 1. Therefore, since each ECU 50a and 50b is not directly connected to the network of the vehicle 1, an increase in the number of devices connected to one network can be suppressed, and an increase in communication load can be prevented.

  In the present embodiment, the in-vehicle power supply control device 10 includes the step-down circuit 22 and converts the 12V power to 5V and supplies it. However, the present invention is not limited to this, and each of the ECUs 5a to 5d When the circuit for converting the voltage is included, the in-vehicle power supply control device 10 may not include the step-down circuit 22. Further, the step-down circuit 22 is configured to convert 12V power to 5V, but is not limited thereto, and may be configured to convert other voltage such as 3.3V, for example.

  Moreover, although ECU50a-50d was set as the structure which has three terminals, + B terminal, IG terminal, and ACC terminal as a terminal which supplies 12V electric power, it is not restricted to this, For example, two terminals, + B terminal and IG terminal For example, a configuration having four or more terminals such as a + B terminal, an IG1 terminal, an IG2 terminal, and an ACC terminal may be used. In this case, the in-vehicle power supply control device 10 is provided with a number of relays necessary for power supply control to the ECUs 50a to 50d.

  Further, the + B terminal of the ECUs 50 a to 50 d may be configured to be directly connected to the battery 3. However, in this case, since the protection functions such as the input protection circuit 21 and the fuse 26 of the in-vehicle power supply control device 10 cannot be used, it is desirable to mount these protection functions on the ECUs 50a to 50d. Moreover, although it was set as the structure which connects four ECU50a-50d to the vehicle-mounted power supply control apparatus 10, it is not restricted to this, Three or less or five or more ECUs are connected to the vehicle-mounted power supply control apparatus 10, and it is electric power. It is good also as a structure which controls supply. However, it is preferable that the in-vehicle power supply control device 10 and the plurality of ECUs connected thereto are disposed in the vehicle 1 in close proximity.

  Further, the ECUs 50a and 50b and the in-vehicle power supply control device 10 are connected via a communication line, and the communication between the ECUs 50a and 50b using the CAN network of the vehicle 1 and other electronic devices in the vehicle is performed. However, the present invention is not limited to this, and as shown in the following modification, each ECU 50a and 50b may be directly connected to the CAN network.

(Modification)
FIG. 6 is a block diagram showing a configuration of an in-vehicle power supply system according to a modification of the first embodiment. In this modification, the communication units 51 of the ECUs 50a and 50b are directly connected to a CAN network mounted on the vehicle 1, and the ECUs 50a and 50b individually perform communication processing. The in-vehicle power supply control device 10a does not have a function of relaying communication between the ECUs 50a and 50b and other electronic devices, and is necessary for itself such as acquisition of information related to the connection state of the ignition switch and the accessory switch. Only a simple communication process needs to be performed.

(Embodiment 2)
FIG. 7 is a block diagram showing the configuration of the in-vehicle power supply system according to Embodiment 2 of the present invention. In the in-vehicle power supply system according to the first embodiment, the power supply control device 10 that controls power supply to the plurality of ECUs 50a to 50d is mounted on the vehicle 1 as an individual device. However, the present invention is not limited to this. Absent. In the in-vehicle power supply system according to Embodiment 2, the power supply unit 18 that controls power supply to the other ECUs 50b to 50d is provided in one ECU 250a, and the communication arbitration unit 19 relays the communication of the other ECU 50b. It is set as the structure which provides.

  Therefore, the ECUs 50b to 50d are connected to the ECU 250a via the plurality of power lines 7, and power is supplied from the ECU 250a to the ECUs 50b to 50d according to the connection state of the ignition switch and the accessory switch of the vehicle 1. The ECU 50b having the communication circuit 51 is connected to the ECU 250a via a communication line, and the ECU 250a is connected to the CAN network by adjusting the transmission order of the transmission data given from the ECU 50b and its own transmission data. While transmitting data to other electronic devices and giving received data from other electronic devices to the ECU 50b as necessary, the communication processing of itself and the relay processing of the communication of the ECU 50b are performed.

  In the in-vehicle power supply system according to the second embodiment having the above-described configuration, the ECU 250a is provided with the power supply unit 18 and the communication arbitration unit 19, and the ECU 250a performs power supply control and communication relay to the other ECUs 50b to 50d. By adopting a configuration to perform, the above-described in-vehicle power supply system can be realized by adding a function of the in-vehicle power supply device to an existing ECU, compared with a configuration in which an individual in-vehicle power supply control device is newly added. An in-vehicle power supply system can be realized easily and inexpensively. As the ECU 250a equipped with the power supply control and communication relay functions, for example, a gateway ECU that converts a communication protocol of a network, a body ECU that controls body-related equipment, and the like are suitable.

  In addition, since the other structure of the vehicle-mounted power supply system which concerns on Embodiment 2 is the same as that of the structure of the vehicle-mounted power supply system which concerns on Embodiment 1, it attaches | subjects the same code | symbol to the same location, and is detailed description Is omitted.

(Embodiment 3)
FIG. 8 is a block diagram showing the configuration of the in-vehicle power supply system according to Embodiment 3 of the present invention. The in-vehicle power supply system according to the third embodiment is equivalent to the plurality of ECU boards 350a to 350d having the same functions as the ECUs 50a to 50d of the in-vehicle power supply system according to the first embodiment, and the in-vehicle power supply control device 10. The power supply control board 310 having the above function is housed in one ECU central housing 300.

  In the in-vehicle power supply system according to Embodiment 3, the plurality of power lines 7 that connect the power supply unit 18 of the power supply control board 310 and each of the ECU boards 350a to 350d are internal wirings of the ECU centralized storage box 300. Can do. Therefore, there is only one power line 5 that connects the battery 3 and the ECU central storage box 300, corresponding to the power supply path + B. Similarly, a plurality of communication lines that connect the communication arbitration unit 19 of the power supply control board 310 and the communication circuits 51 of the ECU boards 350 a and 350 b can be internal wiring of the ECU centralized storage box 300.

  In the in-vehicle power supply system according to the third embodiment having the above configuration, the power supply control board 310 and the power lines 7 and communication lines connecting the ECU boards 350a to 350d can be used as the internal wiring of the ECU centralized storage box 300. Therefore, the number of power lines 7 and communication lines provided in the vehicle 1 can be reduced.

  In addition, since the other structure of the vehicle-mounted power supply system which concerns on Embodiment 3 is the same as that of the vehicle-mounted power supply system which concerns on Embodiment 1, it attaches | subjects the same code | symbol to the same location, and is detailed description Is omitted.

1 vehicle 3 battery (power supply)
5 Power Line 7 Power Line 10, 10a Car Power Supply Control Device 11 Input Terminal (Power Input Terminal)
12-15 Output terminal (Power output terminal)
18 Power supply unit (control means)
19 Communication arbitration unit (communication means, mediation means)
21 Input protection circuit (input protection means)
22 Step-down circuit (voltage conversion means)
23 IG relay (switching means)
24 ACC relay (switching means)
25 Current limiting circuit (current limiting means)
26 Fuse (breaking means)
27 Control circuit (control means, arbitration means)
28 Communication circuit (communication means)
50, 50a-50d ECU (electronic equipment)
51 Communication Circuit 250a ECU (In-vehicle Power Supply Control Device)
300 ECU Centralized Storage Box 310 Power Supply Control Board (Automotive Power Supply Control Device)
350a-350d ECU board (electronic equipment)

Claims (6)

A power input terminal connected via a power line to a power supply device mounted on the vehicle;
A plurality of power output terminals respectively connected via a power line to a plurality of electronic devices mounted on the vehicle;
One or more switching means connected between the power input terminal and the power output terminal;
A communication means connected to a communication network mounted on the vehicle;
Control means for performing control to switch on / off of the switching means in accordance with information relating to power feeding of the vehicle received by the communication means, and
An in-vehicle power supply control device, wherein power supply / non-supply control from the power supply device to the plurality of electronic devices is performed. Voltage conversion means for converting a voltage value of power input to the power input terminal;
The in-vehicle power supply control device according to claim 1, wherein the power converted by the voltage conversion unit is supplied from the power output terminal to the electronic device. Current limiting means for limiting the amount of current flowing from the voltage conversion means to the power output terminal;
The current limiting means is configured to cut off a power supply path from the voltage converting means to the power output terminal when a current of a predetermined amount or more flows for a predetermined time or longer. The on-vehicle power supply control device described. The apparatus further comprises a shut-off means arranged in a power supply path between the switching means and the power output terminal and blocking the power supply path in accordance with a current amount of a current flowing through the power supply path. The in-vehicle power supply control device according to any one of claims 1 to 3. 5. The apparatus according to claim 1, further comprising input protection means for suppressing overvoltage, surge voltage, or surge current entering from the power input terminal, and suppressing reverse current flow due to positive and negative connection of the terminal. The in-vehicle power supply control device according to any one of the above. The communication unit is connected to each of the plurality of electronic devices via a communication line, and relays data transmission / reception between the communication network and the electronic device. The in-vehicle power supply control device according to any one of Items 5.

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